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Yes, your post was.Worthless
You may wish to put more thought into your posts in future.
Yes, your post was.Worthless
...the initial strength of the LSD affect.LSD is useless on cars with less than 450hp. There isn't enough HP in the car to cause wheel spin anyway. So why have it, as it slows the car down and causes extra understeer….
Hello Hami, I'll never thank you enough for your tuning guide, it's like my tuning bible . If you have the time, could you answer these questions please.
1. I'm trying to tune the Stratos '73, while tuning the LSD, I could never get rid of the outside tire spin, even with the Accel.Sens. set to 5, is there a solution? Am I testing it wrong? (tested on SpeedRing,BrandHatch,Rome,WillowSprings)
( I know this car is difficult, I figured it would be a good way of learning more about tunings before trying the Cizeta)
2. Do you have a suggestion for a track to test the Decel.Sens, an easy track? (I'm using Willow Springs)
3. I'm also working on a RUF CTR2 '96, even on comfort hards I have trouble making the wheels turn red so that I can adjust the LSD, also there is a Torq.-Center-Diff. that can be adjusted, should this be done first?
4. I'd like to know where you tested your MX-5 SR-Limited '97, I want to try and tune one and see where I make my mistakes.
I've just finished my FF Ride-Height tests, my fastest lap times were done by having the front end higher.
Thanks and have a good day.
Hello Motor City Hami. I first off wanna thank you for the endless knowledge and tunes you have given me these last 7/8 months. Started playing GT with gt5 back in august 13' … Im not very familiar with tuning or racing physics so i hit the jackpot when i stumbled across your tuning guides. Been using them ever since. So again thank you.
So hey my question is…. i found this on GT vault about LSD, what are your thoughts?
http://www.gtvault.com/gt5/tuning-guide/
2. Grand Valley East reverse. At the end of the long straight there is a left hand corner that is taken at speed followed by another left that requires braking and turn in all at the same time. With using just those two corners, you can test LSD decel in combination with brake balance.
So hey my question is…. i found this on GT vault about LSD, what are your thoughts?
http://www.gtvault.com/gt5/tuning-guide/
Thanks again, bringing up the initial torque is what I had found that sort of helped, I had also brought down the rear spring rate but I hadn't tried changing the damper compression/extension. I'll need time to digest all this information. I'm going to try Grand Valley East for the Decel.Sens. and brake settings. Also I will try to tune the Mx5 Touring, I wanted to master regular car tunings before trying cars that have down force added to the equation. As for the RUF CTR, I'll put it on hold for now, I just started a project with 'seb15000' , two touring cars, so working on the MX5 will certainly help me. Thank you for your time and help, TurnLeft.1. Some cars are just a pain. Accel at 5 may be all you can do with that adjustment. I would try these things:
- Higher LSD initial torque in an attempt to lock both wheels together.
-Try to keep weight from leaning to the outside or dropping to the nose
A.) Rear adjustments (high rear swaybar, low rear damper compression, high rear damper extension, softer rear springs).
B.) Front adjustments (higher front swaybar, high front damper compression, low front damper extension, stiffer front springs)
2. Grand Valley East reverse. At the end of the long straight there is a left hand corner that is taken at speed followed by another left that requires braking and turn in all at the same time. With using just those two corners, you can test LSD decel in combination with brake balance.
3. 4WD tuning remains a bit of a mystery to me so far in GT6. I can make the good, but not great yet. Try starting with these LSD settings.
Front LSD 12/15/7
Rear LSD 10/12/5
Torque Split 35/65
Also, you may have to test with really hard tires, like Comfort hard? Again, I have not fully mastered 4wd in GT6. I did just try the ride height glitch on a 4wd tonight and it worked (140 front/75 rear). Worth a try.
4. MX-5, was at Silverstone Gran Prix. It has camber so it is one of my first tunes. A better tune would be the Miata Touring Car. I also tuned that at Silverstone Gran Prix. It is my most recent tune so it used all of the tricks that I know except for my new testing around the ride height glitch. Plus that car is super fun to drive.
Finally got around to reading all of your tuning guide. Really really excellent work, very interesting stuff:tup:
I don't know much about tuning, only the basics really. The part that really interested me was the gain/pp ratio gains for the different tuning parts. I have a few quick questions that may seem "noobish" to you but I would really appreciate your answers:
Have you tested with adding Turbo's (stage 1,2,3) and calculating their gain/pp's?
Does it matter the exact order in which you add the parts? For example does adding cat converter, race exhaust and stage 3 engine tune produce a different result to adding those parts in the reverse order?
If instead of having a PP limit to tune to you have a set of hp/weight restrictions to work within (i.e 300hp, 1200kg) is it overall the best idea to only fit the best gain/pp parts? Or is it better to just add every tuning part then meet the regulations by using the power limiter and/or adding ballast?
I think that when you add certain parts like racing exhausts this also increases the max rpm your car can achieve? Does having this effect make the part worth installing even if it has a low gain/pp ratio?
I always seem to achieve faster lap times when I use max downforce front and rear, but with many tunes I see that people aren't using max DF settings, particularly on the rear. Maybe my driving style is wrong (I am usually working with Racing tyres)? Can you offer me any insight into why tuners are using these settings when to me max DF is faster?
Many Thanks
Tree'd by the boss.Finally got around to reading all of your tuning guide. Really really excellent work, very interesting stuff:tup:
I don't know much about tuning, only the basics really. The part that really interested me was the gain/pp ratio gains for the different tuning parts. I have a few quick questions that may seem "noobish" to you but I would really appreciate your answers:
Have you tested with adding Turbo's (stage 1,2,3) and calculating their gain/pp's?
Does it matter the exact order in which you add the parts? For example does adding cat converter, race exhaust and stage 3 engine tune produce a different result to adding those parts in the reverse order?
If instead of having a PP limit to tune to you have a set of hp/weight restrictions to work within (i.e 300hp, 1200kg) is it overall the best idea to only fit the best gain/pp parts? Or is it better to just add every tuning part then meet the regulations by using the power limiter and/or adding ballast?
I think that when you add certain parts like racing exhausts this also increases the max rpm your car can achieve? Does having this effect make the part worth installing even if it has a low gain/pp ratio?
I always seem to achieve faster lap times when I use max downforce front and rear, but with many tunes I see that people aren't using max DF settings, particularly on the rear. Maybe my driving style is wrong (I am usually working with Racing tyres)? Can you offer me any insight into why tuners are using these settings when to me max DF is faster?
Many Thanks
I usually prefer to build for hp (parts only and very little power limiting) vs. building for torque (max everything then use heavy limiting. The torque numbers look outstanding when you build for torque, but I have not seen it turn into faster lap times.
Not always is the most torque the fastest. Take a classic muscle car for example, it has high torque causing it to loose traction easier. If you can get your driving and peak power and torque to line up in a good range, then yes you can get a lot better time with more torque.But if you have a limit to the bhp you can work with then having more torque will always make the car faster right?
For example I testing my BMW 300i around Apricott Hill @300bhp 1300kg, fitted with just sports cat and engine stage 2. Then when I put every power part on and reduced the limiter, the max torque amount went up by about 9 kgfm and I was instantly much quicker down the straights than my ghost.
Let it flow... 👍 people will have fun for sure. GT6 is for fisherman tuners like me. Did you play AC yet?????I have only posted about 25% of the tunes that I have used. I think it is time to post everything that I have used to win the A-Spec races. Some of these are really refined and others were used for just a handful of races.
Let it flow... 👍 people will have fun for sure. GT6 is for fisherman tuners like me. Did you play AC yet?????
This is a challenge for me... Sure you´ll be home with this game.... to play with settings only. The rest is weak comparing to GT, but the physics...
Hello hami
Since you come from a real racing background do you think that the introduction of the data logger is beneficial to car setups process? If yes . Can we benefit from your excellent tutoring skills to learn it's implementations?
Great to see the new tunes! It's a shame everything needs its nose in the air to corner--the photos look ridiculous on some of my cars. I hope they fix this soon.